Friction draft-rigging for railway-cars.



PATENTED JAN. 6, 1903.

J. J. HENNESSEY. V FRICTION DRAFT RIGGING FOR RAILWAY CARS.

APPLICATION FILED NOV. 5, 1902.

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H0 MODEL.

IN VEN TOR.

W! TNESSES: jflmm A TTORNEY5 I In: Nana's Firms co. PHDTO-LKYHD WASHNGTQN, nfc,

PATENTED JAN. .6, 1903.

J. J. HENNESSEY. v FRICTION DRAFT RIGGING FOR RAILWAY CARS.

APPLICATION FILED NOV. 5, 1902.

2 SHEBTS'SHBET 2.

H0 MODEL.

W1 TNESSES.

IN VEN TOR.

m M T T A UNITED STATES.

PATENT @FFICE.

JOHN J. HENNESSEY, OFMIL'VVAUKEE, WISCONSIN.

FRICTION DRAFT-RlGGlNG FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 717,676, dated January 6, 1903. Application filed November 5, 1902. fierial No. 130,135. (No model.)

To all whom it may concern:

Be it known that 1,1] OHN J. HENNESSEY, a citizen of the United States, residing in Milwaukee, in the county of Milwaukee and State of Wisconsin, have invented a new and useful Improvement in Friction Draft-Rigging for Railway-Cars, of which the following is a specification.

My invention relates to friction draft-rigging for railway-cars.

The object of my invention is to provide a friction draft-rigging of a simple, strong, efficient, and durable construction in which the opposing or engaging friction-faces are composed of suitable metals of different kinds or characters to produce proper'wearing and friction effects-such, for example, as malleable iron against cast iron or steel'without interfering with the strength of the draft-rigging or of the difierent parts thereof and without adding to'the cost of manufacture.

My invention consists in the novel construction of parts and devices and in the novel combinations of parts and devices herein shown and described by which this object or result is accomplished.

In the accompanying drawings, forming a part of this specification, and inwhich similar letters of reference indicate like parts in all the figures, Figure 1 is a central vertical section of a friction draft-rigging embodying my invention, taken on the line 1 1 of Fig. 2. Fig. 2 is a plan view; Fig. 3, a vertical crosssection, on line 3 3 of Fig. 1. Fig. 4 is a perspective view of the draft-iron.- cross-seotion on line 5 5 of Fig. 4. Fig. 6 is a longitudinal section on line 6 6 of-Fig. 3/ Fig. 7 is a detail plan, partly in horizontalsection, of the friction-block.- Fig. 8 is a de tail perspective of the friction-face insert for the friction-block; and Figs- 9 and 10 are views similar to Figs. 7 and 8, respectively,

showing a modified'form of the friction-face insert.

In the drawings, A represents the drafttimbers, A the center sills, A the cross-sill, A thebuffer-block, A the buffer-plate, A the carry-iron,B the draw-bar, and B the coupler, these parts being all of any suitable construction.

D is the sliding friction-draw-bar exten sion or draft-iron, the same being directly in Fig. 5 is a.

line with the draw-bar and connected thereto by a clip or yoke 12, passing; through an eye cl in the draw-bar extension or draft-iron. vThe draft-iron D ispreferably made of malleable iron, and it has on one side, preferably itsupper side,'a straight friction-face d and on its opposite side, preferably its lower side, double-incline friction-faces d dflthe same being formed on inserts d of different frictional or wearing material from the draft-iron itself, and preferably cast-iron in cases where the draft-iron is of malleable iron. The insorts d fit on each side of the central web (1 of the draft-iron and under the horizontal web d thereof and are each furnished with notches, recesses, or shoulders d to fit the corresponding projections d on the draftiron. The inserts d are secured in place by bolts (Z passing through the vertical web 01 of the draft-iron.

F F are the side plates or stop-castings of the draft-rigging, the same fitting between the draft-timbers and securely attached there to by bolts f. ably of malleable iron, and each is provided at its central upper portion with a recess or socket f to receive the ends gof the stationary friction-plate G, so as to securely hold and anchor the same inposition above the'longitudinally-movable draft-iron D and in sliding frictional engagement with the straight friction up'perface 61 thereof and inthe central line of draft. Each of the stop-castings F is also furnished with transverse or upright guides or flanges f to guide and hold'longitudinally in position the transversely-movable friction-bloclr H. The guides or flan ges f are extended at their lower ends to form downwardly-proj ecting lugs f 3 to receive, support, and anchor in position the removable spring seat or barrel K, against which the The'stop-castings F are prefer-' lower end of the transversely-acting spring interlocking wings are secured together by bolts f so as to give additional strength to the structure as a whole.

The vertically or transversely movable friction-block H has double-incline friction-faces h h, which bear against the corresponding double-incline friction-faces d d on the draftiron when the draft-iron moves longitudinally under either pulling or buffing strains. In case, as illustrated in Figs. 1, 2, 3, and 4, double-incline friction-faces d d on the draft iron are formed in inserted blanks d of different material from the draft-iron the corresponding friction-faces h h on the frictionblock H may, if preferred, be made of the same material as the draft-iron-as, for example, malleable iron. In cases where, however, as illustrated in Fig. 6, the double-incline friction-faces d d on the draft-iron are formed integrally with the draft-iron or of the same material as the draft-iron I form the double-incline friction-faces h h of the friction-block H in inserts or blocks 72 of different material from the block II, so as to afford friction wearing-surfaces of different material. The inserts or blocks h are preferably of the shape illustrated in Figs. 7 and 8 and are socured in place by pins or rivets W. In Figs. 9 and 10 the friction insert-blocks 77;are shown of a different shape.

The friction-blockH is provided with a longitudinal groove 71 to receive the longitudinal Web d of the draft-iron. The frictionblock H is also provided with an integral downwardly-projecting flange or cup 713 to receive and guide the spring K.

In the drawings I have illustrated my invention as applied to a friction draft-rigging having only a single friction-block H and spring K. It is, however, equally applicable for use upon friction draft-rigging having two or more friction-blocks H, the draft-iron D having in such case more than one pair of incline friction-faces.

The spring seat or cup K is removably secured in place by cotter-bolts K having keys K The draft-iron D has stop-shoulders d (1 which engage corresponding shoulders f f on the side plates or stop-castings to limit the longitudinal movement of the draft-iron and draw-bar.

The stationary friction face or plate G is of a different material from the draft-iron, and preferably of cast iron or steel in cases where the draft-iron is of malleable iron. The opposing interengaging friction-faces are thus by my invention all made of different material, so as to secure proper frictional and wearing qualities, and this applies not only to the straight friction-faces d and G, but also to the double-incline friction-faces d d and h h. Although the double-incline friction-faces which are formed on the inserted pieces or blocks may be on either of the two parts, (draft-iron D and friction-block H,) I prefer to provide the draft-iron D with the inserted pieces or blocks.

I claim In a friction draft-rigging, a draft-iron having a straight friction-face on one side and double-incline friction-faces on its opposite side, and a central Web, said double-incline friction-faces being formed in inserted blocks or pieces of different material and secured in place by fastenings extending through the central web of the draft-iron, substantially as specified.

JOHN J. HENNESSEY.

Witnesses:

JAMES E. MEHAN, AUGUST lines. 

